Process For In-Molding An Energy-Absorbing Countermeasure To A Headliner

ABSTRACT

A process for in-molding an energy-absorbing countermeasure to a headliner  18  for use in a vehicle. The process includes the steps of ( 1 ) preparing a sheet; ( 1 A) optionally affixing to the sheet a means for adhering to form a composite sheet; ( 2 ) thermoforming the composite sheet into a composite energy-absorbing countermeasure; ( 3 ) preparing a headliner layup (including optionally a means for adhering, a headliner core, and a cover stock) before forming a bond between the headliner layup and the composite energy-absorbing countermeasure. The assembly thus includes the energy-absorbing countermeasure  22  and a means for adhering it to the headliner core  18.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional of prior U.S. application Ser. No.11/044,573 filed Jan. 27, 2005.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention relates to protecting an occupant in a vehicle when thevehicle is on the giving or receiving end of an impact. Moreparticularly, it relates to a method for in-molding an energy absorberto a headliner and the assembly created thereby.

2. Background Art

The National Highway Traffic Safety Administration's (NHTSA) FederalMotor Vehicle Safety Standard 201 (FMVSS201), entitled “OccupantProtection in Interior Impact,” spells out the criteria for upperinterior impact protection of an occupant in a motor vehicle. NHTSAestimates that even with airbags, (1) the vehicle occupant's impact withthe pillars, roof-side rails, windshield header and rear header resultsin many passenger car occupant fatalities; and (2) head impacts causemany moderate to critical (potentially fatal) passenger car occupantinjuries. Manufacturers decide how to meet the requirements of FMVSS201.A popular method of compliance is the installation of energy-absorbingcountermeasures such as padding, which manufacturers hope will reducethe number and severity of injuries.

Today's vehicles are equipped with a burgeoning array of devices. Someare installed for safety, such as airbags and energy absorbers. In mostcases, the cost of material, manufacturing, and installation of allrelated components becomes a significant factor in overall manufacturingeconomics.

In some cases, one or more energy absorbers is or are glued to one sideof a headliner. Gluing steps, however, take time, and entail materialcosts. Further, the area of contact between the headliner and energyabsorber may be discontinuous if the glue is not applied uniformly tothe entire underside of the energy absorber that is to be bonded withthe headliner.

A search that preceded the filing of this application revealed thefollowing U.S. references: U.S. Pat. Nos. 6,204,209 B1; 6,368,702 B1;6,231,072 B1; 6,582,639 B2; 6,652,021 B1; 6,779,835 B2; 6,832,810 B2;2002/0013686 A1; 2002/0190506 A1 and 2004/0178662 A1.

SUMMARY OF THE INVENTION

The invention has two overall aspects: a process for attaching anenergy-absorbing countermeasure to a headliner for use in a vehicle; andthe resulting assembly of an energy-absorbing countermeasure and aheadliner.

Preferably, the process comprises the steps of:

(1) preparing a sheet (a strip of plastic, for example);

(1A) optionally, laminating to the sheet a means for adhering (e.g., afilm, a spray coat, a co-extruded film or a roll-coated film) that has alower melting temperature than the sheet to form a composite sheet;

(2) heating the composite sheet and thermoforming it into a compositeenergy-absorbing countermeasure; and

(3) heating a headliner layup to an optimum temperature and generating amelt bond between the headliner layup and the composite energy-absorbingcountermeasure. Optionally, the headliner layup includes a bondingpromoter (such as another or the same means for adhering used in step(1A)), a headliner core, and a cover stock. No glue is needed.

It will be appreciated that several alternatives are available for thebonding materials or films, including: adhesive web, a melt bondadhesive, various polymers, heat activated catalysts, and the like.

The invention also includes the intermediate and final assembly of anenergy-absorbing countermeasure—available in various forms e.g. athermoformed or injection-mold plastic or foam, including expanded foam,EPP, PP and PU—and a headliner. Preferably, the final assembly comprisesan energy-absorbing countermeasure formed from the sheet, includingmeans (such as a base or tether) for coordinating energy absorbingunits. One or more energy absorbing units (such as cup-shaped recesses)are associated with the means for coordinating. The coordinating meansposition the units in relation to each other before, during and afterrelative motion between an incident object and the energy-absorbingcountermeasure.

At least some of the units have an intermediate wall before impact. Theunits cooperate to afford mutual support in decelerating an object thatimparts the impacting force so that those forces are at least partiallyabsorbed. Optionally, a first means for adhering adheres to at least apart of an underside of the energy-absorbing countermeasure. As usedherein, the term “means for adhering” means any substance, inorganic ororganic, natural or synthetic, that is capable of bonding theenergy-absorbing countermeasure to the headliner layup together bysurface attachment. Synthetic organic compounds include, for example,elastomer-solvent cements, polysulfide sealants, thermoplastic resins(for hot-melts) such as polyethylene, isobutylene, polyamides, polyvinylacetates, and thermosetting resins, including epoxy, phenoformaldehyde,polyvinyl butyral, and cyanocrylates. Also exemplary of a means foradhering is the notion of hot-melt adhesion wherein a solid,thermoplastic material quickly melts upon heating, and then sets to afirm bond on cooling. This offers the possibility of almostinstantaneous bonding. Typical ingredients of hot-melts arepolyethylene, polyvinyl acetate, polyamides, and hydrocarbon resins. Ifdesired, rubber-based adhesives may also be used. These include asolution of natural or synthetic rubber in a suitable organic solvent, arubber latex, and silicone rubber cement.

Optionally, a second means for adhering which may or may not beequivalent to the first means for adhering, extends over at least partof a top surface of a headliner core. The headliner core is positionedso that it is initially separated from the underside of theenergy-absorbing structure by the first and the second means foradhering until the means for adhering are juxtaposed. The second meansfor adhering becomes bonded to the first means for adhering when themeans for adhering are heated and urged together. A headliner coverstock is affixed to at least a part of a second surface of the headlinercore.

Alternative ways of practicing the present invention include applying anadhering means to the energy-absorbing countermeasure, or to theheadliner layup, or to both.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side-by-side process flow diagram comparing current andproposed processes for attaching an energy-absorbing countermeasure to aheadliner;

FIG. 2 is a cross sectional view of a portion of an intermediateassembly of an energy-absorbing countermeasure and a headliner beforeclosure to form a final assembly;

FIG. 3 is a cross-sectional view of a pressurized in-molding step;

FIG. 4 is a cross-sectional view of an energy-absorbing countermeasurein an intermediate manufacturing process stage; and

FIG. 5 depicts the results of applying a source of fluid pressure fromwithin an energy-absorbing unit so that the headliner layup conforms toan upper headliner forming tool.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT(S) The Process

Reference is first made to FIG. 1. Steps 1-5 of the left hand column arethe main steps involved in conventional ways to attach anenergy-absorbing countermeasure to a headliner. In brief, those stepsinclude:

1. A polymer, usually in pellet form, is converted to an extruded sheet.

2. The sheet is then heated and thermoformed into a countermeasure. Ifdesired, the countermeasure can be shaped in three dimensions to conformto the environmental constraints into which the energy-absorbingcountermeasure is to be installed. The thermoformed countermeasure isthen trimmed, labeled, stacked, packaged and shipped to the headlinerassembly plant.

3. A headliner is manufactured by any suitable process. Illustrative arethose disclosed in U.S. Pat. Nos. 6,832,810; 6,582,639; 6,204,209; and6,368,702. The disclosures of these U.S. patents are incorporated hereinby reference. Suppliers of the headliner core include Azdel. Theheadliner is usually manufactured by combining a layup of the headlinercore, a thin polymer means for adhering, and selected cover stock. Thelayup is heated, formed and cooled until it is dimensionally stable.Conventionally, the typical headliner includes a face fabric, anadhesive, a reinforcement fiber, and a composite of adhesives, foam,fiber, and scrim. Details of the headliner product are considered to bewithin the knowledge of those of ordinary skill in the art, and so arenot replicated here.

4. The untrimmed headliner is then trimmed using a selection fromseveral known processes: water jet, laser, or other cutting technology.

5. Conventionally, to secure the countermeasure to the headliner, a hotmelt adhesive is supplied to one or both of the headliner or thecountermeasure. The two parts are then brought into contact underpressure while the adhesive is active and is cured.

The right hand column of FIG. 1 describes the process steps that areinvolved in practicing the teachings of the present invention. Stepsthat correspond to those of the prior art have a common referencenumeral. The main differences are that step (1A) is needed between steps1 and 2; and a separate step 5 (gluing) is avoided because attachmentoccurs during the headliner forming step (in-molding). For ease ofreference, the process steps 1-4 in FIG. 1 have the same numerals as theprocess steps set forth in claims 1-2.

The inventive process for attaching an energy-absorbing countermeasureto a headliner involves the following steps:

1. A sheet is prepared from which the energy-absorbing countermeasure ismade.

1A. Optionally, a means for adhering (if a film, preferably about 0.065″to 0.0015″ thick) that has a lower melt temperature than the sheet isthen affixed to the sheet (FIG. 2). The means for adhering includelamination, co-extrusion, roll coating, and spraying, for example. Inthis step, a composite sheet is formed, and may be coiled.

2. The composite sheet is then heated and thermoformed into a compositeenergy-absorbing countermeasure. In this step, the composite sheet isheated to an approximate temperature of 320° F.

3. The composite energy-absorbing countermeasure is then loaded into aheadliner forming tool. A headliner layup—optionally including a bondingpromoter (typically, a thin polymer film), a headliner core, and a coverstock—is heated to an optimum temperature (about 375° F.). It is thenmoved into contact with the composite energy-absorbing countermeasure byclosing the form tool. A bond is formed between the heated “B” surfaceof the cover stock, the heated headliner core and the countermeasurewhen the assembly is subjected to pressure. As a result of this step, anuntrimmed headliner assembly is prepared.

Conventionally, the “A” surface is the surface that is closest to avehicle driver when sitting in the car. Thus, in step 3, the headlinerlayup is placed into a clamping frame so that its “A” surface isuppermost. A clamping force is then applied. Preferably, the force isapplied parallel to two opposing longer edges for uniformity of pressuredistribution. However, clamping force could also be applied to twoopposing shorter edges, or variations thereof. The “A” surface is placedface up because most headliners are concave. During the heating step,the layup tends to sag under heat and gravity, thereby creating anaturally concave shape.

Unlike conventional approaches, no hot melt adhesive is needed in orderto secure the energy-absorbing countermeasure to the headliner. As aresult of the disclosed process steps, the energy-absorbingcountermeasure is in-molded and is permanently attached to theheadliner. Most, if not all, of the means for coordinating are incontact with the means for adhering. As a consequence, bonding forcesbetween the countermeasure and the headliner are spread relativelyuniformly across their entire interface, rather than being concentratedonly in those regions in which (under prior art approaches) a glue hasbeen applied.

The invention process thus avoids the conventional step (5) of applyinga hot melt adhesive to the backside of the headliner core material. Forefficiency, the time required in holding the two surfaces to be joinedto allow curing in a subsequent assembly step is avoided. Further, thearea of contact between the energy-absorbing structure and the headlineris extended.

In the heating cycle (step 3), the headliner layup is heated for about45 to 75 seconds until the “B” surface (lower surface) of the headlinercore reaches a temperature of approximately 375° F. The lower surface isexposed to more heat than the upper surface since the class A clothsurface is more sensitive to heat. The energy-absorbing countermeasureis supported and contacts the lower form tool primarily in the means forcoordinating outside the energy-absorbing units. The layup is compressedand a bond is formed between the headliner layup and theenergy-absorbing structure while the headliner is being made.

It will be appreciated that depending upon the shape of the male andfemale tool, the headliner to be shaped can assume various topographies:it could, for example, be crowned, if desired.

Another attribute of the invention is that it satisfies “pull” tests.One test of bonding between the materials revealed that a force of about220 Newtons was required to separate first and second film layers. Incontrast, one customer required that the layers withstand minimumseparating forces up to about 50 Newtons.

It should also be realized that without regard to its method ofapplication, included within the scope of the invention lies polymerfilms, and those made of polyvinyl chloride, thermoplastics,polyurethane, polyesters, polypropylene, polyethylene, polyolefins,polyvinyl acetal (EAA), ethylene/acrylic acid, and blends thereof.

In practice, a coating of a material such as Teflon® can be beneficiallyapplied to either the headliner forming tool surface or thecountermeasure tool forming surface or both to avoid unwanted adhesion.

The Assembly

FIG. 2 depicts the main components of the assembly of anenergy-absorbing countermeasure and the headliner. Preferably, theenergy-absorbing countermeasure 12 includes means (e.g., a base) forcoordinating energy-absorbing units 24 (e.g., a cup-shaped recess). Itwill be appreciated that the form of the energy-absorbing countermeasurecan be “customized” or “tuned” to produce predefined energy absorptioncharacteristics within spatial constraints that may be imposed by aparticular application.

As used herein, the energy-absorbing countermeasure 12 includes anassembly of recesses that are provided with means for coordinating theenergy-absorbing units 22 therewithin. The means for coordinating 22 isterminated by a continuous periphery. Within the periphery, the meansfor a coordinating 22 may be planar, curved, or curvilinear. Thecoordinating means 22 may have a flat or curved topography with avariable number (n) of apertures, where n is an integer greater than orequal to zero. Thus, the means for coordinating 22 may alternativelyinclude a base, web, a tether, a hinge, a planar or curved surface, andwings or combinations thereof that serve to position and support theenergy-absorbing units 24 in relation to each other. One or more of theenergy-absorbing units 24 are associated with the means for coordinating22. Those means 22 coordinate the positioning of the energy-absorbingunits 24 in relation to each other before, during, and after relativemotion between an incident object and the energy-absorbingcountermeasure.

At least some of the energy-absorbing units 24 have an interior wallsurface 26. They cooperate to afford mutual support through the meansfor coordinating 22. The interior wall surface 26 is effectively acrushable member of an energy-absorbing unit 24. Either its upper orlower extremities can be presented to the headliner or the impactingforce, but it is preferable that the lower extremity be presented to theheadliner, as depicted in FIG. 2.

If desired, the interior wall surface 26 of an energy-absorbing unit 24may be provided with a number (m) of breaches that are definedtherewithin before impact, where m is an integer greater than or equalto zero. The breaches can be defined by slits (no material removed) orslots (material removed to form an opening), or both. Thus, within agiven energy-absorbing countermeasure, the means for coordinating may ormay not be flat, may or may not have a number (n) of apertures; one ormore of the energy-absorbing units may be provided with a number (m) ofbreaches (e.g., slits or slots, or slits and slots, or neither slits norslots); and the means for coordinating may be provided with a flat orcurved topography.

If desired, at least some of the energy-absorbing units 24 may have avolcano or crater-shaped floor which may be domed, concave, or convex inorder to impart particular energy-absorbing characteristics to anenergy-absorbing unit.

U.S. patent application Ser. No. 11/014,418, filed on Dec. 16, 2004(which is incorporated herein by reference) discloses that in a givenapplication, a number of energy-absorbing countermeasures may be affixedto a substrate and that the substrate helps to position and configurethe energy-absorbing countermeasures. One non-limiting example wasdisclosed: a vehicular headliner that extends across a “B” pillar. Itwill be appreciated however that the scope of the present invention isnot limited to a specific position of the headliner in the vehicle, norto the headliner itself as a substrate.

It is contemplated, for example, that the disclosed structure can beused in both head and side impact occupant protection applications. Ineither case, one or more energy-absorbing countermeasures may be mountedbetween the interior trim (headliner) and the body structure of anautomobile (often where space is limited). Designs of specific forms ofenergy-absorbing countermeasure vary greatly when customizing them tofit and perform within a geometrical environment and constraints intowhich they are packaged. In decelerating an object that imparts theimpacting force, impacting forces are at least partially absorbed by theenergy-absorbing units and the headliner.

If desired, a first means for adhering 14 adheres to at least a part ofthe interior wall surface 26 and an underside 28 of the means forcoordinating 22. Before closure of the forming tool, the headliner core18 is positioned so that it is spaced apart from the underside 28 of thecoordinating means 22. When used, a second means for adhering 16 extendsover at least a portion of the top surface 30 of the headliner core 18so that the second means for adhering 16 is separated from the firstmeans for adhering 14. It will be appreciated that the use of anadhering means can be made either on the countermeasure, or theheadliner layup, or on both surfaces.

A headliner cover stock 20 is affixed to at least a part of a secondsurface 32 of the headliner core 18. After the tool is closed, anassembly of the energy-absorbing countermeasure and a headliner isformed without an adhesive.

The energy-absorbing countermeasures are preferably made from polymers.Balancing cost, performance and formability, a selection ofpolypropylene (PP) and acrylonitirile butadenine styrene (ABS) materialgrade can be used. Specifically, these include Basell PolyolefinsPro-Fax SV152, polypropylene copolymer (SV152), BP Petro Chemicalspolypropylene copolymer 3045, and General Electric Cycolac EX75 (EX75).

A particular energy-absorbing countermeasure may include a hinge sectionwith leaves. Each leaf may extend from one of the energy-absorbingcountermeasures so that they may be configured within the spatialconstraints that are imposed by the environment at use.

If desired, an energy-absorbing countermeasure may be provided withcooperating means that may take the form of an adhesive, a clip, avibration weld, a sonic weld, a heat stake, a “tongue-in-groove”arrangement, and the like—all serving the purpose of enabling theenergy-absorbing countermeasure and headliner assembly to be attached toa vehicle structure or to enable an object to be attached to theassembly. Further, channels may be provided between energy-absorbingcountermeasures to accommodate wiring, for example. Additionally, thechannels may promote stiffness in one direction versus flexibility inanother, if desired. Further, if desired, stiffening ribs can beprovided between one or more energy-absorbing countermeasures to enhancethe stiffness characteristic at selected locations.

This affords latitude to a designer who may wish to provide stiffness inone direction for impact resistance, yet flexibility in anotherdirection to enable a given energy-absorbing module to bend or conformto the spatial constraints imposed by the environment in which theenergy-absorbing countermeasure is to be installed.

For example, in certain environments a protrusion such as an HVAC duct,a coat hook, a sun visor, a wiring harness, or the head of a bolt mayinvade the space that would be occupied by a vehicle occupant. Ideally,it would be desirable to provide an energy-absorbing countermeasurehaving enhanced stiffness characteristics around such a protrusion. Oneway to provide such an absorber is to configure an energy-absorbing unitwith an inner wall that may be configured or “tuned” independently ofthe energy-absorbing characteristics of the outer wall surface. In thisway, a floor at the foot of an inner wall (in a volcano structure, forexample) may effectively bottom out during energy-absorption so that theamount of resistance to greater deflection is more than the resistanceoffered before bottoming out.

Another advantage of the disclosed invention is that variousenergy-absorbing characteristics can be imparted to specific locationswithin a vehicle while avoiding a “bleed through” of theenergy-absorbing countermeasure to the class A surface, the appearanceof which is important to the vehicle buyer or owner.

In certain instances, there may be large recesses on a contouredheadliner surface that may be wholly or partially covered by anenergy-absorbing countermeasure. In such situations, the addition of airpressure within the energy-absorbing units may be usefully deployed tourge the headliner material to the “A” surface to prevent bleedthrough.FIGS. 4 and 5 depict the situation.

Upon tool closing, a seal is made between the means for coordinating andthe backside of the headliner core. A separate nozzle with a flexiblegasket provides a seal at the pressure inlet.

Air pressure is applied while the form tool is closed. The resultingpressure generated in the recess/rib cavity forces the layup to theheadliner form tool A surface.

In FIG. 4, there is a void to be filled between the upper headlinerforming tool and the headliner layup. Pressure is needed inside theenergy-absorbing unit to urge the layup to conform to the “A” surfaceand to the forming tool.

FIG. 5 shows the results. In FIG. 5, the headliner layup and its coverconform to the headliner forming tool “A”-surface. This is achieved bythe application of fluid (e.g., air) pressure from a source that isdirected through one or more ribs that communicate to at least some ofthe energy-absorbing units.

It will be appreciated that the invention is not limited to thepreferred embodiment (discussed earlier) of energy-absorbingcountermeasure. Rather, this term is meant to embrace other forms ofenergy-absorbing countermeasure, such as injection molded ribcartridges, and foam countermeasures.

Thus, the disclosed process involves making an energy-absorbingcountermeasure and making a headliner layup while integrally molding inthe previously made countermeasure.

While embodiments of the invention have been illustrated and described,it is not intended that these embodiments illustrate and describe allpossible forms of the invention. Rather, the words used in thespecification are words of description rather than limitation, and it isunderstood that various changes may be made without departing from thespirit and scope of the invention.

1. A process for attaching an energy-absorbing countermeasure to aheadliner for use in a vehicle, comprising the steps of: (1) preparing asheet from which the energy-absorbing countermeasure is made; (1A)optionally affixing to the sheet a first means for adhering that has alower melting temperature than the sheet to form a composite sheet; (2)thermoforming the composite sheet into a composite energy-absorbingcountermeasure; and (3) optionally affixing to the headliner layup asecond means for adhering and heating a headliner layup to an optimumtemperature to form a bond between the headliner layup and the compositeenergy-absorbing countermeasure, the headliner layup including aheadliner core and a cover stock.
 2. The process of claim 1, furthercomprising the step of: (4) trimming an untrimmed energy-absorbingcountermeasure headliner assembly.
 3. The process of claim 1, whereinthe step of heating the composite sheet and the means for adheringcomprise heating the composite sheet and the means for adhering to atemperature of about 320° F.
 4. The process of claim 1, wherein the stepof forming a bond between the headliner layup and the compositeenergy-absorbing countermeasure comprises providing a means for adheringthat includes an adhering means selected from the group consisting of apolymer film, a laminated polymer film, a co-extruded polymer film, aroll-coated polymer film, and a spray-coated polymer film.
 5. Theprocess of claim 1, wherein step (3) comprises providing a headlinerforming tool that is shaped and has a topography that defines anassembly of the energy-absorbing countermeasure and the headliner. 6.The process of claim 1, wherein the optimum temperature in the heatingstep comprises heating the headliner layup to a temperature of about375° F.
 7. A process for attaching an energy-absorbing countermeasure toa headliner for use in a vehicle, comprising the steps of: (1) preparinga sheet from which the energy-absorbing countermeasure is made; (1A)affixing to the sheet a first means for adhering that has a lowermelting temperature than the sheet to form a composite sheet; (2)thermoforming the composite sheet into a composite energy-absorbingcountermeasure; and (3) applying a second means for adhering to aheadliner layup and heating the headliner layup to an optimumtemperature to form a bond between the headliner layup and the compositeenergy-absorbing countermeasure, the headliner layup including aheadliner core and a cover stock.
 8. The process of claim 1 whereinoptional step (1A) is absent and the optional use of a means foradhering in step (3) is present.
 9. The process of claim 1, whereinoptional step (1A) is present and the optional use of a means foradhering in step (3) is absent.
 10. The process of claim 1, wherein themeans for adhering in step (1A) comprises the means for adhering in step(3).
 11. The process of claim 1, wherein the means for adhering in step(3) comprises the means for adhering in step (1A).
 12. The process ofclaim 2, wherein the trimming step is performed by a step selected fromthe group consisting of a waterjet process, a laser process andcombinations thereof.
 13. The process of claim 1, further comprising thestep of applying a fluid pressure within an energy-absorbing unit afterthe headliner layup is bonded to the energy-absorbing countermeasure sothat a bulge is created in the headliner layup so that its “A” surfaceextends convexedly outwardly in conformance with contours defined by anupper headliner form tool.
 14. The process of claim 1 further comprisingthe step of in-molding one or more components selected from the groupconsisting of wiring harnesses, clips, brackets, and the like.
 15. Aprocess for attaching an energy-absorbing countermeasure to a headlinerfor use in a vehicle, comprising the steps of: preparing anenergy-absorbing countermeasure; preparing a headliner layup including aheadliner core and a cover stock; applying to either or both of thecountermeasure and the layup a means for adhering the countermeasure andthe headliner layup; and heating the headliner layup to an optimumtemperature to form a bond between the headliner layup and theenergy-absorbing countermeasure.
 16. A process for forming a headlinerwith an attached thermoformed energy-absorbing countermeasure for use ina vehicle, comprising the steps of: positioning an energy absorbingcountermeasure adjacent an upper surface of a headliner forming core,and heating and forming the headliner forming core and countermeasuretogether to form a bond therebetween and to shape the headliner formingcore into a shaped headliner configuration which will allow it to beinstalled in a vehicle.
 17. The process of claim 16, wherein the step ofheating and forming comprises: providing a headliner forming tool thatis shaped and has a topography that defines an assembly of theenergy-absorbing countermeasure and the formed headliner core.
 18. Theprocess of claim 17, wherein the heating step comprises: heating theheadliner forming core and countermeasure together to a temperature ofabout 375° F.
 19. The process of claim 16, further comprising the stepsof: positioning one or more additional components selected from thegroup consisting of wiring harnesses, clips, brackets, and the likeadjacent the upper surface of a headliner forming core, and heating andthermoforming the headliner forming core, countermeasure and one or moreadditional components together to form a bond between them and the core,and to shape the headliner forming core into a shaped headlinerconfiguration which will allow it to be installed in a vehicle.
 20. Aprocess for forming a headliner with one or more attached components foruse in a vehicle, comprising the steps of: positioning one or morecomponents selected from the group consisting of wiring harnesses,clips, brackets, thermoformed energy-absorbing countermeasures and thelike adjacent the upper surface of a headliner forming core, and heatingand thermoforming the headliner forming core and said one or morecomponents together to form a bond between said one or more componentsand the core, and to shape the headliner forming core into a shapedheadliner configuration which will allow it to be installed in avehicle.